Railway-traffic-control system.



No. 812,597. PATENTED PEB. 13.1906. W. ROWE. RAILWAY TRAFFIC GONTRDLSYSTEM.

APPLICATION FILED PEB. 23,1905.

3 SHEETS-SHEET 1.

FIG

004 HIP-w FIG.

PATBNTED FEB. 13, 1906.

' W. ROWE. RAILWAY TRAFFIC CONTROL SYSTEM.

APPLICATION FILED FEB. 23

3 SHEETS-SHEET 2.

[nz/en/r: mZZiam, Re we y Witnesses.-

PATENTBI) FEB. 13, 1906.

W. ROWE. RAILWAY TRAFFIC CONTROL SYSTEM.

APPLICATION FILED FEB. 23, 11905.

3 SHEETS-SHEET 3.

Wzl'wfes:

UNITEDl STATES PATENT OFFICE.

WILLIAM ROWE, OF MARRIOKVILLE, NEAR SYDNEY, NEW SOUTH l/VALES,AUSTRALIA, ASSIGNOR TO ROWES PATENT LOOK AND BLOCK LIM- ITED, OF SYDNEY,NEW SOUTH WALES,4 AUSTRALIA.

RAILWAY-TRAFFlC-CONTROL SYSTEM.

Specification of Letters Patent.

Patented Feb. 13, 1906.

Application filed February '23, 1905. Serial No. 246,875.

To nti/Z 'wh/0m it may concern:

Be it known that I, WILLIAM ROWE, railway-signal fitter, of Mayville,Victoria Road, Marrickville, near Sydney, in the State of New SouthWales and Commonwealth of Australia, have invented Improvements inRailway-Traffic-Control Systems, of which the following is aspecification.

This invention relates principally to the control of railway traflic bymeans of telegraph block systems or those systems in which, therailway-line being divided into sections, the entr of a train or engineinto a4 section is 'f blocked by means of signals until a telegraphicmessage is received by the rear signal, man-from the forward end of suchblock-section intimating that the previously-entered train or engine hasadvanced out of such block-section and that the line in suchblocksection is clear; but this invention is also applicable in part toother than telegraphic block systems of railway-traiiic control.

In a telegraph block system of railwaytraffic control the line orpermanent way is divided into sections or blocks, hereinafter termedblock-sections7 having in advance and at rear the attendants who workthe signals and mutually control the departure and entry on theblock-section between them of traveling vehicles, hereinafter referredto as a train These attendants or signalmen may work onstation-platformsfor in signal boxes or cabins, and each has a telegraphblock instrument, (for each block-section under his control,)hereinafter called the instrument. Each instrument has a sending oroperating key or device, with, preferably, an indicator, and has areceiving-indicator, preferably in the form of a miniature semaphore.The sending lever, key, or device of the instrument, hereinafter termedthe operating device, has an automatic electromechanical lookinelectrical connection with an insulated rail or other rail-contact atthe-advance end of the block-section, whereby the departure ofatrain outof said block-section will release said lock. The operating device ofthe' block instrument carries bridges or other devices to .make andbreak necessary electric circuits. Systems such as these are nowkno'wn'as positive lock and block systemsandZ are exempliiied by HRoweslock and block, -described in great part in British Letters Patent N o.19,505 of September 30, 1901, granted to me. In the working of suchpositive lock and block systems at certain times, as when trafiic isslack, it is desirable to extend the length of the block-sections, andto do this intermediate instruments in intermediate signal boxes orcabins must be dispensed with or electrically out outH and theline-wires switched into through-circuits. Thus two or moreblock-sections are united into one continuous longer one with activeadvance and rear signalmen, and the intermediate cabins may be closed,with the block instruments therein excluded from the system. In suchsystems as those described in the before-mentioned Letters Patent on theswitching through of the line-wires the outdoor semaphore-signal givingauthority to` pass the excluded signal-cabin could and would notoperate, owing to the absence of an electrical current to energize theelectromagnet of the said outdoor semaphore-signal, (said currentcontrolled by the depar ture of the train from the-now longerblocksection being switched through to the active signal-cabin in rear.)Further, in such systems without the precautionary methods and devicesof this present invention it is possible that a signalman retiring froman intermediate or excludable cabin, wherein the instrumentsare for atime to remain idle, may err in closing his apparatus and switchingthrough the cabins in advance and in rear of him atv `diatelsignal-cabin is excluded.

The main objects then of this present invention are to insure that theinstrument in the intermediate cabin cannot be out out and that theinstrument-circuit between the rear and advance cabins of theto-beunited or longer block-section cannot be made continuous until theoriginal rear section is clear of vehicles 0r obstructions and `that thesaid united or longer section cannot IOO Ilo

again be separated into the shorter sections under control ofintermediate cabins until likewise the rear section is clear of vehiclesor obstructions, to insure that the outdoor semaphore-signal controllingthe entrance to the original advance section at an intermediate orexcludable signal-cabin may be operated by supplementary mechanicaldevices from any desired point, as from a near platform or station, andto insure that such supplementary devices are, inoperative when saidintermediate or eXcludable cabin is active or included in the system,and, further, to insure that the intermediate cabin cannot be excludedwhile coniiicting points are set in the block-sectionsor outdoor signalsof such points signal the line as foul and that when said points are soset the attendant cannot give line clear to the cabin in rear, and,further, to insure (this being not only applicable in intermediate oreXcludable cabins, but in all cabins) that when conflicting points areset line clear cannot be transmitted to either the advance or rear cabinuntil the points are in normal safety position or no longer conflict,and, contrariwise, to insure that after line clear has been transmittedto the rear cabin conflicting points cannot be set to foul the path ofthe train accepted until after the arrival of such train at the signalprotecting such points. The nature and function of the methods andapparatus by which these objects are attained are as follows: ((1,) thecombination (in the excludable cabin) with revolving switchingthrough-contacts, as well understood, and the slide-bar of theinstrument of a check-bar or retaining-bolt in such a manner that theelectrical switching contacts cannot be o erated to cut out theinstrument'until the eparture of a train from the o erators rear sectionand. its entry into his a vance section releases the electromechanicallock of said slide-bar, which in turn in its locked position holds thesaid check-rod or retaining-bolt from movement, and so that on suchrelease of the electromechanical lock the contacts may be operated toswitch through the instrument circuit to cause said check-bar orretaining-bolt to retain or lock said slide-bar while the switchingcontacts are in the cut-out position; (1),) the combination with saidcheck-bar or retainingbolt of a similar electromechanical lock to thaton the slide-bar whose electromagnet is energized on the closing ofcircuit by the train over an additional insulated rail or railcontact ator about the point in the line Where the outdoor signal controlling theentrance to the advance block-section, hereinafter referred to asstarting-signal, is situated and on the closing of said circuit by themanipulation of a switch (in the cabin)for such purpose; (0,) thecombination with the slidebar of the instrument of a supplementaryelectromechanical lock of similar construction to of the operative leverof joints of cross-overs,v

sidings, or offsets adapted to be thrust across vthe supplementary legof the slide-bar as it releases or unlocks said points-lever and to beprevented from being so thrust across until after the energizing of theelectromagnet of said supplementary electromechanical lock; (d,) thecombination with the outdoor semaphore-signal of the eXcludable cabin ofa supplementary manually-operative lever at any convenient position andsimilar locks on the switching through-contacts in said cabin and on thesignal-lever and a key common to both said locks; but in order toillustrate the best method now known of carrying this invention intopractical operation and to assist in defining the novelties thereofreference will now be made to the drawings accompanying and forming partof this complete specification.

Figure l, shown in three parts, each on a separate sheet, showsdiagrammatically a double line of railway divided into block-sectionswith a complete installation of mechanism and electrical connections ofthree signal-cabins controlling said block-sections, the intermediateone of which is excludable, so that the two outer ones may be united toform one longer block section controlled from the two outersignalcabins. Fig. 2 is a diagrammatic view of the switchingthrough-contacts in an intermediate or eX- cludable cabin, showing theoperating device of the block instrument therein with itselectromechanical lock and a check-bar or retaining-bolt havin also anelectromechanical lock and showing a so such parts of theinstrument-circuit and the circuits of the two said electromechanicallocks as are necessary to eX- plain the working. Fig. 3 is a frontelevation, partly in section, of the operating device of a blockinstrument adapted to allow the exclusion of said instrument from thesystem and further adapted to lock the operative levers of points in theblock-section and having omitted for the sake of simplicity the coverand tumblers of the mechanical or key lock of the switchingthrough-contacts and Fig. 4 is a partial plan of the mechanism shown inFig. 2. Fig. 5 is a partial elevation of an outdoor semaphore-signaladapted t0 be electromechanically operated from the signal-cabin of ablock-section and to be manually mechanically operated from anotherposition.

In the main the arrangement and combi- IOO nations of parts of thispresent improved Rowes lock and block system follow closely thosedescribed and illustrated in the specification of the b efore-mentionedBritish Letters Patent No. 19,505 of 1901, with such modifications andnovel variations and constructions` as now to be described.

The up-line 1 and the down-line 2, forming the permanent way, aredivided, as shown, into two block-sections, each of which has thenecessary mechanical and electrical accesseries as by reason of thebefore-mentioned patent are now well known, and these arediagrammatically shown as in the block-sections and in signal-cabins,(representedby the capital letters A, B, and C.) The intermediate orexcludable cabin B has for each line revolving switching throughcontactswell understood, (represented at 150 for the up-line and at 151 for thedown-line,) and also the ordinary bell signaling-circuit 160 has aswitching-out device 161 for cutting out the bells therein and makingsaid circuit 160 continuous from A to C.

The operating device or slide-bar 9 of the block instrument in additionto the lock actuated by electromagnet 10 has a check-bar orretaining-bolt 101, adapted to reciprocate under the armature-catch andin front of the stop on said'slide-bar 9, so that said slide-bar islocked by said check-bolt in danger position. This check-bar 101 is madeintegral with the sliding bolt'102 oi?l a mechanical or key lock whosekey works the tumblers (not shown) of said lock and a rack 103, gearingin the pinion 104 on the spindle of the revolving switchingthrough-contacts 105. These contacts, which are separately numbered 501,502, 503, 504, 505, and 506, are carried bya cylinder 500, mountedbetween the respective rows of contacts 1 to 9 in the several cut-outs150 and 151. The contacts 501, 502, 503, and 504 are for connecting thecontacts 1 to 9 of opposite rows, and the contacts 505 and 506 are forconnecting adjacent contacts of the same row when the cylinder is indifferent angular positons. This check-bolt 101 cannot be thrust acrossthe bar 9 in front of the stop thereon until the armature catch islifted by the magnet 10, energized by the circuit joined up by a trainpassing over rail-contacts 8 as itleaves the block-section, even whensaid armature-catch so lifted leaves a clear passage 'for it. Thischeck-bolt 101 cannot be thrust across (by reason of the stop on the bar9 being presented to it) while the electromagnet 13 holds said bar 9 inthe line-clear position. Again, this check-bolt 101 being operated bythe bolt 102, which also operates the revolving contacts 105, insuresthat said contacts cannot be vso operated while the armaturecatch is inplace denoting train or line (said catch presenting a barrier for thepassage' of said check-bar) or while the magnet 13 is energized ingiving the signal line clear to the rear cabin, (when the stop on thecheck-bar presents the barrier.)

The key of the mechanical lock of the switching through-contacts isarranged to operate the bolt 102, check-bar 101, and contacts 105andalso to operate the mechanical or key lock applied to lock thesupplementary manually-operated lever, as well understood, of theoutdoor semaphore-signal or startingsignal of the block-section and isin control of the signalman when the intermediate cabin B is included inthe system and in control of the stationrnaster or other responsibleperson when said cabin is excluded. This key further cannot be withdrawnfrom said operating-lever unless said lever be locked in danger positionnor from the lock of the switching through-contacts unless said contactsare in the cut-out or cabin-excluded position.

The check-bolt 101 may have on its rear end, as indicated in Fig. 2, anelectromechanical lock consisting of a stop 111, a permanent magnet 112,an electromagnet 113, and an armature catch 114. In a branch oi theout-door signal-circuit is a circuit from a railcontact 115 through amanually-operative switch 1 16 in the cabin, through the revolvingthrough contacts and said electromagnet 113, so that the armature-catch114 will not release the check-bolt 101 unless the attend- 95 ant hasmanipulated switch 1 16 and the train is upon the rail-contact 115. Thischeckbolt electromechanical lock in like manner may be utilized to guardthe points of sidings and cross-covers.

. The operating device of the block instrument in addition to the lockindicated by kelectromagnet 10 and its armature has a second lock with alike magnet 120, this acting on one limb 121 of the slide-bar 9,bifurcated for the purpose. In addition to the mechanically-lockedcut-out check-bolt 101 (whether or not it has an electromechanical lock)there are two additional check-bolts-an upper one, 124, adapted tothrust across in front of the stop 123, and the other or lower one, 125,to abut with its end against the bolt 102 when the check-bolt 101 is inaction, (or when the cabin is excluded). These check-bolts 124 and 125are connected to a bell-crank 126, the othery member of which operates alockingpin 127, adapted to enter a locking-oriiice in the draw-bar 128of the points-operating lever 129. The bell-crank 126 is on a spindleoperated by handle 130. It will be seen that the points-levercannot beoperated, being locked by a pin 127 in draw-bar 128,11ntil thearmature-catch is lifted by electromagnet 120 out ofthe way ofcheck-bolt 125, and this armature-catch is only lifted when the circuitthrough the electromagnet 120 is closed by reason of a train arriving ata rail-contact normally open at a predetermined point, such as 133, Fig.1, and when the cut-out is in action said points-lever cannot beoperated IOO IIO

by reason of the abutment of the check-bar 125 against the bolt 102,preventing the operation of handle 130 and the releasing of theholding-pin 127.

The outdoor semaphore-signal will be provided with a suitable arm andmay also have an audible signal device. It also has weightedreverse-lever 34, anchoring-armature 39, and fixed electromagnet 38, asbefore described. In this case the weighted lever 34 isconnected,bymeans of a rod 140, having a slot or elongated eye 141, tothe loose one, 142, of a series of three weighted levers 142, 143, and144, and which loose lever has a flange or lip 145 projecting yover theother two levers 143 and 144. The lever 143 is connected by cord orchain 146 to the manually-operative lever in the signal-cabin and bycord or chain 32 over pulley 33 on lever 34 to the anchoring-armature39, so that the cabin may operate said lever 143 and when theelectromagnet 38 is energized to depress the lever 34 and so exhibit theall right signal, the elongated eye 141 allowing of said movementwithout interference with the other lever 144 and connections. When theelectromagnet 38 is denergized, the signal will fall to normal dangerposition, allowed by said eye 141 to do so without effect on theothermechanism. The other lever 144 is connected by cord or chain to thesupplementary manually-operative lever at a platform or station or otherdesired point, so that when said lever 144 is in its elevated positionthe signal is at danger,7 and when the cord or chain is hauled upon itis depressed and allows lever 142, if free of lever 143, to descend bygravity and by means of connecting rod 140 to the lever 34 place thelever at all right without interfering with the devices of thesignal-cabin operative lever.

The specification of the previous patent hereinbefore referred to andthe foregoing explanation of modifications and additions thereto,together with the drawings herewith, wherein the parts bear thedistinguishing numbers referred to in the specification of said previouspatent, will enable the working ofy this "Rowes lock and block system asnow improved to be practically carried out but to facilitate theunderstanding of these present improvements a brief description of theoperation of the system is now added.

Assuming the signalman at A has asked signalman at B by means of theusual bellsignals for Hline clear for an up-train, B will respond bydrawing forward the slide-b ar O9 of his block instrument until thearmature 012 is brought up to the poles of the retaining magnet 013. Thecontact bridge 018, having joined up plates 019 and O20, theretaining-magnet is energized and will hold the slide-bar in theline-clear position. The up-line circuit is from earth and battery 057atB to retaining-magnet0l3, thence to blockinstrument contact 020,bridge 018, and contact 019 on slide-bar of block instrument, thence bywire 059 to contact 061, bridge 060 and contact 063 of crossover pointslever contacts, (these contacts are for breaking the line and joiningalarm-circuit when the points levers are operated or siding-keys are outfor shunting purposes,) thence along wire O64 to contacts 4 and 3 ofup-line cut-out switch 150, along line 064, becoming line 64, tonormallyclosed rail-contact 7 in advance of the starting-signal at A,thence by wire 64 to lightning-arrester 152, relay 65, wire 66 indicator67, wire 68, contact 69, armature to earth. The indicator 67 at A showsline clear, and the relay 65 in lifting the selecting-armature 54 breaksthe alarm-circuit at contacts 87 88 and joins up contacts 53 of theoutdoor signal-circuit. This outdoor signalcircuit starts from battery50 through switch 153, along wire 51, through normally openstarting-signal-lever contact 29, (which contacts upon the signalman atA operating his outdoor starting-signal lever com lete the outdoorsignal-circuit, as described 1n British patent hereinbefore mentioned toprovide that the outdoor signal may be lowered,) bridge 27, and contacts27 and 28, along wire 55, through armature 54, contact 53, line 52,reverser-magnet 38, detnator 46, line 51, back to battery 50. Upon theup train entering the section A to B and operating the normally openalarm rail-contact 5 in advance of cabin A the alarm will not now begiven, because the branch circuit is open at contacts 87 and 88; but onoperating normally closed rail-contact 7, situated slightly in advanceof rail-contact 5, the instrument-circuit 64 will be broken, causing theslide-bar 09 at B to fly to its normal danger position, where it will belocked until the train passing over rail-contacts 8 out of the sectionreleases the lock by operating the normally open releasing-lock contactsin rail-contact 7 at B. The up-line releasing-lock circuit at B is asfollows: from earth and battery 004 through rail-contact 8 at B, lineO05, through contacts 5 and 6 of up -line cutout switch, throughline200, and releasing-lock O10 to earth. This completes the operation ofthe train passing through the section A B.

The operation of the system as the up-train passes through the section Bto C is similar to that just described, the circuit being as follows:The up-line instrument-circuit at C is through contacts operated by suchlevers in the interlocking machine as ought not to be moved after atrain has been accepted. This causes the line clear to be automaticallyrevoked should these levers be interfered with, as described in thebefore-mentioned British patent. Assuming that line clear has been givenby C to B for an up-train, the instrument line circuit is from earth andbattery 057 at C, wire 058, retaining-magnet IOO IIO

013, to block-instrument contact 020, bridge 018, and contact 019 onslide-bar of blockinstrument wire 059 to crossovcr-points-levercontactslever when normal, contacts 061 and 063 and bridge 060 of contactsoperated by a points-lever and for the purpose of automatically revokingthe line clear should the levers connected therewith beinterfered withby similar contacts 261, bridge 260, and contact 263, operated by thepoints-lever at C, thence by wire 064 to contacts 79 and 80 ofrail-contacts normally closed at B', (taking the place of the relay 78,referred to in British patent before men'tioned,) thence by wire 64through contacts 1 and 2 of up-line cut-out 150 at B, lightning-arrester154, relay 65, wire 66, indicator-coils 67, wire 68, contact 69,armature 70, wire 71 to earth 72.

The operation of the system on the downline is the same as the up. `Thecircuits are shown on the plan, all the signals being at danger for thedown-road.

The signal-box at B'is shown included in the system but when excludedthe circuit is switched on the cut-out instruments 150 and 151. Forinstance, the up-line wire 64 will pass from terminal 1 to terminal No.3 of the up-line cut-out 150 by wire 064, 64 to rail-contact 7 at A,thence to relay 65, indicator 67 and to earth through 68, 69, and 70.The operation of including the intermediate signal-box', a descriptionof the up-road being sufficient, is as follows: The signalman at B willwait until a train from A is passing over his normally open alarm-railcontact 5 in advance of the starting-signal, when he will draw out thepull-bar 202, attached to the bridge 203 of the up-line cutting-incontact, causing the electromagnet 113 of the up-line cut-out lock to beenergized and release the check-bar 101. By means'of the key obtainedfrom the supplementary signal-lever attendant he can then thrust saidcheck-bar clear of the slide-bar of the instrument and at the same timeoperate the switching, through contacts 150,7to cut in the up-line. Thiscutting-in circuit is as follows: commencing at the outdoor-signalbattery 50, wire 51, terminals 7 and 9 of up-line cut-out, throughelectromagnet 113, wire 92, bridge 203, which will be drawn by thesignalman, onto contacts 204 and 205, wire 92 to railcontact 5 andrail-contact 7, contacts 87 and 88, wires 89 and 56 and switch 154, andby wire 86 back to battery 50. When the signalman at B desires to switchout, he must wait until the last train accepted by him hasl passed intohis advanced section and released the lock on the slide-bar of his blockinstrument. I-Ie then turns the key of the switching through-contacts150 or 151 to cut out the instrument for that line and then withdrawsthe key from the mechanical or key lock of the switch, proceeds to thesupplementary operative signal-lever with said key, and 6 5 A203 andholds it out until the train passes the signal controlling the entranceto the section in advance. The supplementary signal-lever on theplatform is then placed to f danger and locked and the key taken to thesignal-box, and by means of this key the signalman will then be able toswitch in on that line.

It will be seen that the outdoor-signal battery and local-alarm circuitare utilized to release the cut-out lock when the signal-box is cut out.When the signal-box at B is cut in, the local-alarm circuit is asfollows: from battery 50 through wire 51, terminals 7, and from thenceto terminal 8 of the cut-out switch 150, wire 90, from which the circuitdivides into two branches, respectively including the bell 93 and themagnet 91, reuniting at 92, and from thence through contact 206, bridge203, contact 205, wire 92 to alarm rail-contact 5, rail-contact 8 andthence back through the instrument to battery, as before.

Having now particularly described and ascertained the nature of my saidinvention and the manner in which it is to be performed, I declare thatwhat I claim is- 1. In positive lock-and-block railwaycontrol systemsthe prevention of the cutting out or exclusion of an intermediate cabinand its block-instrument and signal connections and the prevention ofthe cutting in or inclusion of the same until the rear block-section ofsaid cabin is clear of vehicles and conflicting points and the likesubstantially as described.

2. In positive lock-and-block railwaycontrol systems the operation ofthe electrically-controlled outdoor semaphore -signal when electricallycut out by means f supplementary mechanical devices from any desiredpoint as and for the purposes set forth substantially as described.

3. In positive lock-and-block railwaycontrol systems the prevention ofthe concurrent working of the outdoor semaphore-signal by devicesconnected to the intermediate or eXcludable cabin and by supplementarymechanical devices at any desired point as and for the purposes setforth substantially as described.

4. In positive lock-and-block railwaycontrol systems the prevention ofthe manipulation of the cutting-out or switching-in devices of the blockinstrument in an intermediate or excludable cabin while intheblocksections of such cabin coniicting points are IOO IOS

IIO

IIS

set or outdoor signals indicate the line as foul as and for the purposesset forth substantially as described.

5. In positive lock-and-block railwaycontrol` systems the prevention ofthe transmission by the block instrument of a message line clear untilall points and signals within the block-section are in normal safetyposition as and for the purposes set forth substantially as described.

6. In positive lock-and -block railwaycontrol systems the prevention ofthe manipulation of the operative devices of points and outdoor signalsof a block-section after the transmission of line clear" to the rearcabin until the train has arrived at a protecting-'signal as and for thepurposes set forth substantially as described.

7. In positive lock-and-block railway-control systems the combinationwith the block instrument of switching throughcontacts having a key-lockand a check-bar operated (as also the said switching through-contacts)by the key of said lock and ladapted to hold and retain the slide-bar ofsaid block instrument against manipulation while said block instrumentis cut out of the system in the uniting of two block-sections into onecontinuous section as and for the purposes set forth substantially asherein described and explained.

8. In positive lock-and-block railway-control systems the combinationwith a block instrument having an electromechanical lock and switchingthrough-contacts of a checkbar adapted to engage the slide-bar of saidinstrument and operative only when said slide-bar is released by itselectromechanical lock and when the train has passed out of the sectionas and for the pur oses set forth substantially as herein descri ed andexplained.

9. In positive lock-and-block railway-control systems the combinationwith a block instrument having an electromechanical lock and switchingthrough-contacts of a checkbar adapted to` engage the slide-bar of saidinstrument and having an electromechanical lock thereon adapted toprevent its withdrawal from its retaining position on the slide-bar ofthe block instrument until the closing of an electric circuit by a trainon the permanent way and by a mechanically-operative switch in the cabinas and for the purposes set forth substantially as herein described andexplained. I

10. In positive lock-and-block railway-control systems the combinationwith the block instrument having an electromechanical lock and switchingthrough-contacts with a keylock and a check-bar adapted to cross theslide-bar a rail-contact protecting points in the block-section asupplementary electromechanical lock on the slide-bar of the instrument(preferably bifurcated for the purpose) with the electromagnet of saidsupplepin as and for the purposes set forth substantially as hereindescribed and explained.

11. In positive lock-and-block railway-control systems the combinationwith operating devices of a key-lock of a key non-withdrawable exceptwhen the block instrument is cut out or excluded from the system andadapted to operate the key-lock of manually-operative devices or anoutdoor semaphore-signal and to be non-withdrawable from said latterkey-lock unless said devices are locked in normal danger position as andfor the purposes set forth substantially as herein described andexplained.

12. In positive lock-and-block railway systems the combination with theslide-bar of a block instrument and revolving switching through-contactshaving a rack 103 kand a pinion 104 of a check-bolt 101 adapted to takeacross a stop on said slide-bar and to be prevented from so takingacross until an armature-catch on said slide-bar is lifted on thejoining up of an electric circuit substantially las herein described andexplained and as illustrated in the drawings.

13. In positive lock-and-blo'ck railway systems the combination with theslide-bar of a block instrument and revolving switching through-contactswhose movement actuated a check-bolt 101 and said check-bolt of a stop11 1 a permanent magnet 112 an electric magnet 113 and an armature-catch114 substantially as herein described4 and explained and as illustratedin the drawings.

14. In positive lock-and-block railway systems the combination andarrangement with the slide-bar of a block instrument and revolvingswitching through-contacts actuating a check-bar 101 of a supplementalor divisional slide-bar 121 an electromagnet 120 a stop 123 and anarmature-catch 124 substantially as herein described and explained andas illustrated in the drawings.

15. In positive lock-and-block railway systems the combination andarrangement of a block instrument one limb having check-bars 101 ofadditional or supplemental checkbolts 125 and 126 a locking-pin 127 anddrawbars and operating-levers and mechanism of points substantially asherein described and explained and as illustrated in the drawings.

16. In positive lock-and-block railway systems the combination withy theslide-bar of the block instrument and rail-contacts as set forth of anoutdoor signal-semaphore having IOO IIO

levers 142, 143 and 144 a flange 0r lip on one name t0 thisspeciiieation in the presence 0f of them (145 a eonneetiig-od1 140having an two subscribing Witnesses.

elonoate e e 141 an au in -e01'ds, re-

verser-magliet and arm subtantally as WILLIAM ROWE herein described andexplained and as llus- Witnesses:

trated in the drawings. FRED WALSH, L' In testimony whereof I havesigned my PERGY ATWELL.

